2015 Mercedes-Benz GLA-class / GLA250 / GLA45 AMG

Plugging a big hole with a small SUV.

Peel back the skin of the Mercedes-Benz GLA-class, and you’ll reveal bones virtually identical to those of the CLA sedan. The two models are based on Mercedes’ FWD/AWD compact-car platform, which also serves as the basis for the maker’s A- and B-class vehicles. The GLA’s powertrains are cloned from those in the CLA, as well: the transverse-mounted 208-hp, 2.0-liter turbo four from the CLA250 sedan and the robust, highly massaged 355-hp version of the same four-holer from the CLA45 AMG. As with the CLA, the GLA250 will come in front- and all-wheel-drive versions, but the breathed-on GLA45 AMG will be available only in the latter.

If you’re curious just how many vehicles Mercedes-Benz can launch off this platform before it’s retired, consider that Jörg Prigl, vice-president of Mercedes’ compact-car product group, tells us the FWD/AWD compact-car platform was conceived from the outset with virtually every conceivable body style and powertrain in mind, from three-door hatchbacks to SUVs and from diesel to pure electric. The trick, he says, “is to know what is coming in consumer trends and trust that you develop them in the right sequence.” In theory, the platform sharing gives an economy of scale that can provide a lower price of entry for consumers. We’ll wager that when the GLA’s official pricing is announced later this year, the numbers will land somewhere slightly north of the CLA’s.

The Same, but Different

With the shared components, you might suspect the GLA rides and handles like its CLA brethren, and you’d be right. Pleased with the obedient but somewhat benign responses of the CLA, Mercedes consciously followed the same path when tuning the GLA’s suspension. But many of the maps for electronically controlled functions, such as stability control and the Sport driving mode in the AMG variant, were recalibrated for GLA-specific use. The compact SUV’s steering is direct, with driver inputs being delivered to the chassis promptly enough, but little feedback regarding the tires’ contact patches makes its way to the pilot’s hands. Still, the GLA-class is a joy to zip around town in, and although it shares its 106.3-inch wheelbase with the CLA, the compact SUV’s abbreviated length (about eight inches stubbier than the sedan) makes it feel more nimble.

The GLA250’s modest acceleration is consistent if not impressive, but there’s a steady pull available at the ready, facilitated by the fact that all 258 lb-ft of twist arrive at 1200 rpm and hang around to 4000 rpm. The seven-speed dual-clutch automatic transmission (it’s the only transmission offered on all GLA models) takes this broad supply of torque and delivers it as needed, downshifts reserved for only the most aggressive throttle applications. Mercedes’ quoted 0-to-60 time of 7.1 seconds for the four-wheel-drive version sounds a little conservative to us, and we’re betting it’ll drop to below seven seconds in our hands.

There’s a considerably wide chasm in tuning separating the GLA250 from the GLA45 AMG performance variant. Traversing mountain roads in southern Spain, the GLA250 was content to cruise, whereas the AMG begged to be flogged. The GLA45 benefits from a long list of tweaks from the Affalterbach boys, including more-aggressive alignment settings, 19-inch wheels in place of 17-inchers, stiffer springs and dampers, less-compliant bushings, a more-rigid steering knuckle, and, of course, that tenacious bulldog of a four-cylinder. With its 332 lb-ft of torque at the ready, and a soundtrack that could do double duty as Abe Vigoda’s morning voice, the GLA45 AMG flattened out ascents and straightened corners as eagerly as an unleashed terrier. The steering effort is appropriately hefty in the AMG, and although there is no pronounced center valley, it’ll stay on true center until coerced otherwise by road surfaces or a heavy throttle. Braking for both cars is typically German: firm, predictable, and consistent­—although conclusive measurements will have to wait until we can strap our test gear to a GLA on American soil. Figure on a 0-to-60 time in the low fours for the AMG.

Over the Hills and through the Woods

Even though it’s doubtful that off-road capability tops the list of requirements for most GLA shoppers, the Mercedes compact SUV packs a pretty impressive bag of back-road tricks. We took a GLA250 4MATIC over a long and challenging off-road course, lifting wheels and crawling over embankments that at first glance seemed sure to rip underbody essentials clean off. Hill descent control—it will be standard on the AWD GLA250 in the U.S.—managed downhill sections with the skillful tenacity of a seasoned off-road pilot. It’s nice to know the GLA-class has the skills to get dirty and make it home unscathed, but at its core, it’s still a soft-roader.

The interior of both versions is straight-up CLA, with a pair of easy-to-read gauges in the instrument panel, five round air vents, and the “third eye” infotainment screen that sits prominently atop the dash. Seating comfort in both cars is above average for the class, the GLA250 offering subtle support and plenty of room for middle-age mid-section expansion. The very serious-looking AMG performance seats continue the comfort theme but with a slightly stiffer hand, offering good support without disturbing nether regions. Rear-seat headroom is improved over that of the CLA sedan, but legroom is still tight.

With the GLA-class, Mercedes-Benz has produced a solid, distinctive-looking, class-competitive vehicle built on proven components. And it certainly won’t hurt matters in terms of showroom traffic that this capable and surprisingly affordable small SUV wears a three-pointed star.